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OPINION: Modern Solutions for Counter-UAS

The DroneHunter F700 is a drone interceptor or counter-UAS system that is fully autonomous and radar-guided. (Photo: Fortem Technologies)

The use of uncrewed aerial systems (UAS) in defense and military operations has skyrocketed. UAS threats in battle and public spaces are continuing to rise, begging the need for continuously adapting technology to counter growing levels of sophistication. Advanced AI and radar technology can power precise drone detection and capture, and as new threats develop, counter-UAS (C-UAS) programs must provide layered and customized protection to increase accuracy and minimize or even eliminate collateral damage. Companies like Fortem Technologies are working hard to redefine the industry by developing modern solutions and strategies in C-UAS and airspace security.

An Introduction to Modern C-UAS

Advanced radar technology is the driving force behind a top-of-the-line, modern C-UAS system. The right radar technology can accurately detect threats, reduce the number of false detections of non-threatening objects and autonomously capture real ones.

All airborne objects must be detected within an assigned area, including aircraft that are not broadcasting RF, without interrupting other operations. However, the system must also be able to detect the level of threat of an object, whether it’s a bird, a plane, a drone, or Superman. These multi-tiered systems integrate radar, cued optical or thermal cameras, and RF to confirm the identification of the object and then provide threat assessment.

The key to a superior counter-UAS system is if it is reusable, precise, and cost-effective. For example, Fortem’s DroneHunter can detect a potential drone threat, determines via radar whether it is smaller or larger than itself, and captures it with nets in one of two non-self-destructive ways. If the drone is smaller, the DroneHunter tows it away. If larger, it releases a parachute and drops to the ground. This flexibility allows the system to successfully take down a range of drone threats without self-destructing, making for a reusable and accurate system.

Drone Radar to Detect Drones

Complete systems must evolve to meet and mitigate threats. Integrating with other systems can help ensure dangerous drones are effectively detected, assessed, and mitigated. Drone radar is arguably the single best choice and necessary for drone detection. Radar systems that are specifically created for drones are very different than others and require special considerations.

It’s important for drone radars to have the ability to detect small objects and reliably follow their movements. Drones are often mistaken for other things and only a drone radar can differentiate a bird or a birthday balloon from a drone. It can also identify objects regardless of environmental clutter. Areas with tall buildings or trees are nearly impossible for an average radar to comprehend. While it may be easy for a drone to navigate a cluttered course, to detect it requires specialized radar.

Altitude is another element that differentiates between regular and drone radar. Regular ground-to-air radar is incapable of picking up drones traversing low-altitude and obstacle-ridden paths, and only the most sophisticated drone radar systems can see drones regardless of altitude. Additionally, fine Doppler resolution is required and considered essential for C-UAS in order to detect drones moving as slow as one mile per hour.

Benefits of Capture vs. Destroy Method

The keys to a superior counter-UAS system are reusability, precision, and cost-effectiveness. A C-UAS program that is organized and able to capture rather than destroy contributes more to mission success than any other type of program. A C-UAS program that is required only to eliminate the drone threat will likely destroy the C-UAS itself. A system that captures its target minimizes collateral damage.

Extracting the threat, either by towing it away or dragging it down to the ground, not only removes the potential for airborne debris, protecting nearby people, buildings, or structures, but it also allows for further testing, identification, and studying of the drone threat using physical and digital forensic methods.

Reusability and cost-effectiveness go hand in hand. C-UAS programs that deploy “one-shot, one-kill” or Kamikaze-like defense mechanisms aren’t able to reuse their drone hardware. The most effective kind of program is one where more than one drone can be captured and defeated with a short relaunch time, over and over again. The DroneHunter, for example, can chase and capture multiple drones, return with the threat, get reloaded, and jump back into the sky to continue attacking. These programs don’t require the use of missiles or explosives, which expands the use case from military missions to law enforcement, airports, stadiums, and more where civilians are present.

While airborne threats continue to rise and become more sophisticated, the technology—both hardware and software—must be able to evolve to meet the needs of a strong C-UAS program.

This article is authored by Adam Robertson, CTO of Fortem Technologies.

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OPINION: The Airline Industry’s Need for Network Resiliency

The Airline Industry’s Need for Network Resiliency Amid Digitalization (Photo: ICAO/NASA)

The airline industry, a cornerstone of the global economy and supply chain, continues to invest heavily in digital initiatives to optimize outdated processes, boost productivity, and open new revenue streams. According to Frost & Sullivan’s analysis of the global airline digitalization market, big-name airlines, particularly those in Asia-Pacific and North America, are keen on migrating most of their IT infrastructure to the cloud within the next decade.

With the market estimated to reach $35.42 billion by 2030, airlines are eagerly pursuing digitalization, implementing next-generation technologies like the Internet of Things (IoT) sensors and cameras, Big Data, and advanced data analytics.

Air cargo is an archetypical example of this shift toward digitalization. Currently, air cargo represents a considerable chunk of airlines’ bottom lines, and as it grows, the supply chain must become more connected and digitalized. To achieve such a supply chain, airlines and international trade organizations are cooperating to deploy new technologies that streamline operations and enhance visibility through improved data sharing and availability.

These new technologies and initiatives include One Record, interactive cargo, and Cargo Connect. One Record, a common data model shared through standardized and secured web API, enables supply chain managers to view shipments through single records. Airlines also use interactive cargo to create responsive air cargo services, permitting them to self-monitor, send real-time alters and track cargo locations. Cargo Connect simplifies communications between distributors, freight forwarders, and airlines.

While undeniably valuable, all these technologies and initiatives essential to supply chain visibility depend on a secure, always-on and connected network. In fact, the greater reliance airlines place on these complex digital systems and solutions, the more vulnerable they become to sudden disruptions. In an industry where time is everything, the consequences of prolonged inaccessibility to critical platforms and infrastructure could be disastrous, monetarily and from a reputation perspective.

Southwest Airlines recently experienced a days-long collapse of its entire system at the peak of travel season. Although the cause of Southwest’s outage was due to a corrupted database file in a pilot’s advisory system, many other variables can cause network disruptions, such as ISP carrier issues, human error, and data breaches.

Network outages can also spawn from software updates and patches, which is particularly concerning today due to the push for digitalization. The infrastructure of most airlines cannot meet modern requirements for digital transformation, which hints at the ongoing efforts to replace and update legacy hardware and software. As a result, airlines need a resilient network to recover quickly from the inevitable outages arising from these technology overhauls and integrations.

Additionally, network engineers rely on Transportation Management Systems (TMS) to uphold security, compliance, and performance requirements. A TMS enables supply chain operators to manage all transportation activities through standardized processes. Nevertheless, without an independent management plane, any network outage, whether from a software update or a human mistake, will prevent engineers and operators from accessing their TMS, grinding operations to an unceremonious halt.

For all these reasons, airlines need a secure and reliable means of accessing their critical infrastructure to ensure business continuity, especially during disruptions. One approach to achieving such a posture is through a Smart Out of Band network. This type of network empowers airlines to separate and containerize functions outside of the management plane, creating an independent management plane that operates freely from the primary in-band network.

Similarly, network engineers can leverage a Smart Out of Band network to securely and remotely access and manage infrastructure and resources, allowing them to safely identify and remediate network issues without interfering with operations. Moreover, by combining a Smart Out of Band network with a Failover to Cellular solution, airlines can preserve the visibility of their entire network during outages.

Of course, ensuring emergency access to critical resources when the primary network goes down is not the only responsibility of a network engineer—especially during digitalization. There is also first-day provisioning as well as day-to-day configuration. As such, airlines should, amid their ongoing digital transportation efforts, prioritize those network resilience solutions that support and enhance the everyday management and monitoring of IT infrastructure.

This article is authored by Tracy Collins, Opengear’s VP of Sales, Americas.

Tracy has over 25 years of experience in leadership positions in the IT and infrastructure industry. Prior to joining Opengear, Tracy led the Americas business for EkkoSense, the leading provider of AI/ML software that allows data center operators to operate more efficiently. Prior to joining EkkoSense, Tracy was the CEO of Alabama-based Simple Helix, a regional colocation data center operator and MSP. Tracy spent over 21 years with Vertiv in various leadership positions including leading the global channel organization.

Satcom Direct to Provide Connectivity for Shared Services Canada

Satcom Direct Avionics—the Canadian division of Satcom Direct (SD)—will deliver multi-band aeronautical connectivity services for up to seven years to Shared Services Canada (SSC) and its clients. Pictured above is the Airbus A330 MRTT aircraft. The Royal Canadian Air Force (RCAF) ordered nine of these aircraft last month. (Photo: Satcom Direct)

Satcom Direct Avionics, based in Canada, will deliver multi-band aeronautical connectivity services for Shared Services Canada (SSC) and its clients for at least the next seven years, the company announced this week.

It is the first signing of such an agreement between the two entities, allowing SD Avionics to provide “appropriately secured” high-speed broadband and datalink services, hardware, hosting, and infrastructure services to support global aeronautical missions for SSC and other federal Canadian government bodies, the company said in a statement.

SD will also provide training and customer support, as well as regular upgrades of the technology.

“Through SSC, Canadian government users will benefit from easy ordering access to quickly establish worldwide connectivity delivered through multiple band airtime services, including Ka, Ku, and L-band options,” SD said.

As an Inmarsat Tier 1 distribution partner SD will support the full range of Inmarsat aviation services including Global Xpress (GX) airtime powered by the Ka-band Global Xpress constellation, SwiftBroadband, and Classic Aeronautical services.

Ku-band services will be powered by the Intelsat FlexAir network. As an approved reseller for Iridium, SD will also support Iridium Airtime, voice and low-data-throughput services, Iridium Short Burst/Short Message Service (SMS), and Iridium Certus Airtime services to provide enhanced high-speed broadband connectivity solutions to aircraft with seamless, continuous, and reliable mobile connectivity, the company says.

The aeronautical services will be supported by SD’s comprehensive terrestrial network to ensure appropriately secured transmission of all SSC customers’ data from aircraft to the Canadian federal government-specified locations.

“We have an extensive understanding of how connectivity is used by these customers, who are often operating critical missions in extreme environments. With an agnostic approach to technology and partners, we already deliver multi-orbit connectivity services that optimize the combination of [geosynchronous orbit], [low-Earth orbit] and [high-earth orbit] satellites,” said Joanne Walker, general manager for Satcom Direct Avionics. “This in-depth knowledge, expertise, and proven capability of managing requirements and exceeding expectations, even in the most difficult of circumstances, has enabled SD to win this contract. Our team worked extremely hard to win this contract, and we are looking forward to developing our relationship with the Canadian government.”

The contract covers an initial period of three years with four additional one-year options. SD Avionics is responsible for fulfilling the acquisition requests, delivering consistent connectivity, and providing customer support as needed by SSC representatives and clients.

The FAA granted Satcom Direct’s Plane Simple Ku-band Antenna System a supplemental type certificate (STC) for use on Dassault Falcon 7x aircraft in May.

CAAC Approves EHang’s Unmanned Aircraft Cloud System for Test Operations

The Civil Aviation Administration of China (CAAC) has approved trial operations for EHang’s Unmanned Aircraft Cloud System. (Photo: EHang)

The Civil Aviation Administration of China (CAAC) has granted approval to air taxi developer EHang to conduct trial operations of its Unmanned Aircraft Cloud System, or UACS, the company announced today. The UACS includes functions related to airspace management, integrating uncrewed aerial vehicles, and managing flight plans and operators.

EHang has already conducted more than 9,300 low-altitude tourism flight trials across China. Approval from the CAAC for testing its UACS gives EHang the necessary foundation for commercial operations following the certification of its uncrewed EH216-S aircraft.

(Photo: EHang)

The CAAC officially accepted EHang’s application for type certification (TC) in Jan. 2021. The CAAC announced that the Special Conditions for Type Certification of EHang’s EH216-S aircraft had been formally adopted in Feb. 2022.

In Feb. 2023, the EH216 completed its first passenger-carrying autonomous flight demonstration in Japan. With the approval of the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) of Japan, the aircraft flew two passengers in Oita City without a pilot onboard.

The EH216 flew two passengers without a pilot onboard in Oita City, Japan. (Photo: EHang)

The air taxi developer has now completed “all of the planned tests and flights in the last phase of demonstration and verification of compliance and also completed the definitive TC Flight Test by the CAAC,” it announced last week. This included demonstrating the safety and airworthiness of the EH216-S batteries, materials, electronics, and software.

EHang’s Huazhi Hu, Founder, Chairman, and CEO, remarked, “This sets the stage for us to secure the type certificate soon and proceed with our endeavors to initiate commercial operations.”

He added, “I believe the remaining procedures will be finished very soon before the official authorization of the type certificate. It will pave the way for our commercial operations in the next stage.”

Korean Air Expands In-Flight Wi-Fi Connectivity

Korean Air now offers Wi-Fi access on 11 aircraft in its fleet. (Photo: Airbus)

Korean Air, the national carrier of South Korea, is progressing in its initiative to offer in-flight Wi-Fi connectivity to 100% of its international flights, as per industry reports from Sunday. The airline’s recent incorporation of in-flight Wi-Fi on select Airbus A321neo aircraft underscores its commitment to enhancing the passenger experience.

As of this week, six of Korean Air’s Airbus A321neo aircraft have been equipped with in-flight Wi-Fi capabilities. These aircraft predominantly service routes connecting Incheon with Fukuoka, Phnom Penh, and Ho Chi Minh. They also operate on the Gimpo-Haneda route.

This is part of Korean Air’s phased strategy to broaden its in-flight connectivity offerings. Out of the airline’s fleet of 134 aircraft, a total of 11 now offer plans for connecting to in-flight Wi-Fi.

The connectivity rollout began in June when Korean Air introduced in-flight Wi-Fi on its five Boeing 737 Max 8 planes.

An Airbus A321neo (Photo: Korean Air)

This announcement aligns with a broader industry trend of airlines seeking to improve the in-flight experience for passengers. With the rising demand for constant connectivity, even in the air, airlines globally are acknowledging the commercial and customer service value of offering in-flight Wi-Fi services.

In-flight connectivity in 2023 is focused on enhancing the passenger experience beyond current capabilities, according to an article by David Helfgott, CEO of SmartSky Networks.

Pricing for Korean Air’s in-flight Wi-Fi services varies based on the length of the journey. For long-haul trips, Wi-Fi will cost $20.95 for the entire duration of the flight, and a two-hour Wi-Fi plan is available for $10.95. Flights destined for Japan, China, and other Northeast Asian regions have a full-flight Wi-Fi service priced at $11.95.

The airline also offers a plan for basic connectivity services. Priced at $4.95, this option is offered for passengers looking to stay connected to messaging and chat services during short-distance trips.

Korean Air’s tiered pricing strategy appears to cater to a diverse passenger base, recognizing both the casual user wanting to send messages and the business traveler needing consistent connectivity on longer routes. The differentiation in pricing based on the destination may be based on route popularity and demand elasticity.

In comparison, these are a few of the in-flight connectivity and entertainment offerings for commercial airlines in the U.S.:

Southwest’s Inflight Entertainment Portal features a flight tracker, texting, movies, TV, and live TV for free. Full-flight Wi-Fi service is available for $8 per device.

United offers Wi-Fi for $8 for MileagePlus members on U.S. domestic and short-haul international flights (Mexico and Canada). The service costs $10 for non-members. United also offers a library of movies and TV shows, for viewing on a personal entertainment device, at no cost.

Wi-Fi is available on almost all American Airlines routes for $10 (or $49.95 for a monthly subscription plan). Wi-Fi, texting, and streaming are free for T-Mobile customers on most domestic flights.

Delta Air Lines is rolling out free Wi-Fi (with Viasat) for SkyMiles Members, which will be available on all domestic and international flights by the end of 2024. Delta’s in-flight entertainment is available for free via seatback screens and includes up to 18 channels of live satellite TV in addition to movies, TV shows, podcasts, music, and games.

Boeing Aims to Use 5G for Aircraft Maintenance Improvements

Boeing hopes to leverage 5G technology to improve aircraft maintenance and increase safety for military technicians. (Photo: Boeing)

Boeing is aiming to increase military aircraft mission capable rates and increase military technician safety through two efforts leveraging 5G technology—Autonomous Aircraft Inspection (AAI), using drones to take high-resolution photos of aircraft to spot damage, and Augmented Training Operations Maintenance (ATOM), which uses a Microsoft Hololens to allow military forces “secure reach back” to industry representatives to help fix parts.

“The [AAI] pictures that are being taken and the data being captured and analyzed is immensely valuable so that’s the big strategic sustainment value of what we’re doing–and the operational impact of keeping young airmen off the tail, or when they go up to the tail they know what they’re looking for,” Scott Belanger, team leader for next generation product support for Boeing Global Services and a retired U.S. Air Force colonel/logistician, said during a virtual interview on Aug. 15.

“Right now, 50 percent of all damage, when humans do the [aircraft] inspection, is missed—commercial and DoD,” he said. “That’s the industry standard. In DoD, that [percentage] may be a little higher because their technicians are more junior, less experienced. The small test we’ve run the past two years at [Joint Base Pearl Harbor] Hickam, we’re at 73 percent, and that’s pretty good, considering we started at 50 percent. We think we’re going to get into the high 70s as far as capturing anomalies and damage.”

AAI inspections are hangar-only but may expand to outdoor ones at Hickam next year.

The AAI effort began in 2021 and has used drones by a Pittsburgh-based small business, Near Earth Autonomy, to inspect C-17 cargo planes at Hickam. The aft sections of the drones have Boeing’s Automated Damage Detection Software (ADDS).

Verizon is constructing a 5G network on Oahu, but the network is not yet complete.

AAI has thus relied upon credit card-sized, government-provided “puck” mobile phones to emulate a 5G network until the Oahu project is finished.

By contrast, the ATOM experiment is using the Verizon 5G network. “They have positioned the experiment on the flight line on a C-17,” Belanger said. “Verizon mounted some of the emitters for the network on a really old World War II-era smokestack on base to get the right coverage down.”

Alli Locher, the inspection group lead for Near Earth Autonomy, said during the Aug. 15 virtual interview that AAI “is not going to eliminate the need for visual inspections.”

AAI “is going to make [inspection] more flexible and decrease risk to airmen,” she said. “We’re taking the same airman that’s either on a lift or walking the aircraft and putting him on the ground and enabling him to do his job quicker and safer.”

Locher said that 4G and Long Term Evolution (LTE) networks are insufficient for military data needs. “We have large photos that, in order to accelerate and take full advantage of, we want to be able to store them on the cloud,” she said. “You’re looking at uploading 61 megapixel photos over a network and need that network to be able to handle large files.”

Near Earth Autonomy’s work on drone inspections for aircraft maintenance began in 2017 when NEA collaborated with Boeing on a research and development project for C-17s at Boeing’s maintenance, repair, and overhaul (MRO) plant in San Antonio.

Inducting a C-17 into an Air Force depot or modification process at Boeing’s MRO or to the Air Force’s Warner Robins Air Logistics Center in Georgia “takes about 180 hours,” Belanger said. “We think we can cut that substantially down [to] around 50 [hours] and get a much more accurate assessment of the aircraft before it gets sent [to depot].”

“That’s a week where the aircraft is outside being externally inspected by a team of six to eight technicians,” he said. “They’re taking digital photos by hand, but the photos aren’t the same every time and don’t have the quality the drone’s [photos] have, and it’s dangerous. [Technicians] are getting in lifts and putting on harnesses and having to get up on the multi-stories high T-tail. The [NEA] drone will inspect the upper surfaces of the [C-17] jet in about 30 minutes, and the photos coming off of it are analyzed by the Jedi software that NEA has and the aircraft damage detection system that we have which produces a report for the technician to show them where the damage is.”

Boeing plans to expand the AAI work to other aircraft, possibly to Navy aircraft at Whidbey Island, Wash., and other Air Force cargo planes, tankers, and bombers.

Boeing and NEA have teamed on “scanning in and beginning to establish the operational foundation for drones for [the] C-5,” Belanger said. “We just scanned in KC-135 and KC-46, and we’re laying down plans this year to get after B-52 and even P-8.”

Human technicians will still be a maintenance mainstay, since 80% of DoD aircraft, including the C-17 and the venerable B-52, are not digitally designed, model-based engineering (MBE) planes, Belanger said. MBE aircraft include the Air Force’s T-7A Red Hawk trainer and the U.S. Navy’s MQ-25 Stingray refueler–both by Boeing.

The AAI goal is “not to cut manpower,” but “to make the existing visual inspection more efficient, safer, and more beneficial to mission readiness,” Belanger said. “We are capturing over the past two years with C-17 at Hickam really a ‘poor man’s digital record’ for each [aircraft] tail. That’s a powerful tool when it comes to sustainment planning. That ‘by tail’ information is not being captured right now.”

“I think DoD is committed to it,” Belanger said of AAI. “They seem to be funding it every year, and, as long as they do, Boeing will be there with partners like NEA to try to get the warfighter technology that they need now, especially in the Pacific.”

This article was originally published by Defense Daily, a sister publication of Avionics International. It has been edited. Read the original version here >>

NASA, Sikorsky, and DARPA Develop Automation Software

NASA researchers are collaborating with Sikorsky and DARPA to develop and test automation software that is both safe and reliable for flight. (Photos: Lockheed Martin)

Self-flying air taxis are emerging as game changers for the transportation of passengers and cargo. Autonomous aerial vehicles could redefine connectivity between urban hubs and rural areas. But for this futuristic vision to become a reality, safety is paramount.

NASA’s Advanced Air Mobility researchers, stationed at the Armstrong Flight Research Center in Edwards, California, are spearheading the journey to this brave new world of aviation. Collaborating with Sikorsky and the Defense Advanced Research Projects Agency (DARPA), their mission is to develop and rigorously test automation software that is both safe and reliable for flight.

The research, which currently uses two specialized helicopters as substitutes for air taxis, relies heavily on advanced simulations. Software developers and pilots use customized test-tablets, equipped with scripted flight paths, to precisely recreate air-to-air encounters. In this way, they can simulate potential conflict scenarios to test the software’s algorithms.

Ethan Williams, the project’s lead software developer, shared insights into the process: “The software design begins with conceptualizing what future advanced air mobility (AAM) vehicle operations and flight behavior scenarios might look like,” says lead software developer Ethan Williams. “We then refine the software requirements under development, so it behaves as expected enabling the proposed advanced air mobility air taxi operations. The simulation, using the tablets and ground control room displays, helps to identify potential issues prior to actual flight testing.”

For AAM to thrive, the pilots behind the wheel must trust the technology they’re interfacing with. NASA pilot Scott Howe remarked, “Given the extensive ground training familiarization, desktop and cockpit simulation exercises we’ve run, test aircrew are comfortable using the software and tablets.”

Howe added that they have demonstrated the software’s seamless interaction with the aircraft’s flight control systems. “We’ve proven the software […] is very capable of safely executing multiple precise software-controlled profiles in a single flight.”

NASA lead software developer, Ethan Williams, pilot Scott Howe, and operations test consultant Jan Scofield run a flight path management software simulation at NASA’s Armstrong Flight Research Center in Edwards, California. (Photo: NASA)

As the research enters its flight phase, NASA’s lineup includes Sikorsky’s Autonomy Research Aircraft—a revamped S-76B helicopter—and their Optionally Piloted Vehicle Black Hawk helicopter, serving as stand-ins for future air taxis. These aircraft will undergo tests assessing the NASA-crafted automation software and the accompanying flight control tablets across diverse AAM flight situations.

With NASA test pilots and Sikorsky safety pilots aboard, the aircraft will undergo autonomous flight sequences and collect granular data. Meanwhile, the pilots will select their preferred evasion tactics from software-generated choices.

With the promise of air taxis comes the challenge of ensuring their safe operation in congested airspaces. NASA, with its partners, is playing a pivotal role in laying the groundwork for robust safety measures.

A Near Miss at San Diego International Airport

A potential collision scenario was avoided at San Diego International Airport when the facility’s automated surface surveillance system raised an alert regarding the proximity of two aircraft. (Photo: SanDiego.org)

A go-around incident involving a Cessna Citation business jet and a Southwest Airlines Boeing 737 has prompted an official investigation by the Federal Aviation Administration (FAA). The event, which unfolded shortly before noon local time on August 11 at San Diego International Airport, has raised questions about air traffic coordination and safety protocols.

According to the FAA’s initial statement, an air traffic controller had given the pilot of the Cessna Citation business jet clearance to land on Runway 27. The same controller directed Southwest Flight 2493, operated by a Boeing 737, to taxi onto the same runway, instructing them to await further departure commands.

A potential collision scenario was averted when the facility’s automated surface surveillance system raised an alert regarding the proximity of the two aircraft. Recognizing the imminent conflict, the air traffic controller instructed the pilot of the Cessna Citation to discontinue its landing approach and execute a go-around, ensuring the safety of both aircraft and their occupants.

The FAA responded by dispatching a team of experts to the airport to undertake a comprehensive investigation into the series of events leading up to the go-around. One significant aspect of this review will be to determine the closest proximity between the two involved aircraft.

(Photo: Saab)

While no injuries or damages were reported, incidents of this nature underscore the importance of seamless coordination in the dense air traffic environment surrounding busy airports. Automated systems like the surface surveillance system play a crucial role in enhancing situational awareness for air traffic controllers, and this incident serves as a reminder of the dual role of technology and human vigilance in maintaining the safety and efficiency of our skies.

The San Diego International Airport has Airport Surface Detection Equipment, Model X (ASDE-X) installed, as do at least 34 other airports in the U.S. The ASDE-X system uses radar, multilateration, and satellite technology to notify air traffic controllers of potential runway conflicts.

The company Saab offers air traffic control products such as cooperative surveillance sensors (multilateration and ADS-B), surface movement radars, and decision support tools for air traffic controllers.

“Situations develop quickly on an airfield,” according to Rick Smith, Saab Director of FAA Programs. “A combined audio and video alert is used to notify air traffic controllers before an incident can occur so that they can quickly prevent it. Air traffic controllers must trust our data is correct to give accurate and effective control measures and keep aircraft and people safe.”

According to the FAA, ASDE-X uses data from the following sources:

Surface surveillance radar located on top of the air traffic control tower and/or surface surveillance radar located on a remote tower
Multilateration sensors located around the airport
Airport Surveillance Radars such as the ASR-9
Automatic Dependent Surveillance — Broadcast (ADS-B) sensors
Terminal automation system to obtain flight plan data.

(Photo: FAA)

Telesat’s Lightspeed Now Fully Funded; MDA to Build Constellation

MDA Ltd. will build 198 advanced satellites for the Telesat Lightspeed Low Earth Orbit program.

It is all systems go for Canadian operator Telesat and its Lightspeed LEO satellite constellation. In a surprise announcement on Friday, the company confirmed that the long-awaited constellation is now fully funded and that it has contracted MDA to build the 198 satellites needed for the system. Lightspeed satellite launches are now scheduled to commence in mid-2026 and polar and global services scheduled to begin in late 2027.

Gaining funding for such an ambitious program has been a challenge for the operator. Thales Alenia Space was originally contracted to build the satellites, but extended negotiations over financing delayed delivery of proposals to the operator. Original plans for the constellation included nearly 300 satellites, but Telesat decreased the size by 100 satellites after it encountered financing issues.

Telesat now has in place aggregate funding commitments from its Canadian federal and provincial government partners in the combined amount of up to approximately US$2 billion, which it says demonstrates their strong commitment and confidence in the program and the importance of the New Space Economy for Canada. The finalization of this funding is dependent on a number of conditions, including completion of confirmatory due diligence and the conclusion of definitive agreements. This funding, combined with Telesat’s own approximately US$1.6 billion equity contribution, as well as certain vendor financing, would provide the Telesat Lightspeed program with sufficient funds to launch global service, which will occur once the first 156 satellites are in orbit. The capital investment for the Telesat Lightspeed program is approximately US$3.5 billion and includes 198 Telesat Lightspeed satellites, satellite launch vehicles, a global ground network of landing stations and operations centers, business and operations support systems, and expenditures to support the further development of a portfolio of user terminals for Telesat’s target markets.

Telesat is also hopeful that it reap rewards and cost savings through its partnership with MDA, which will redesign the system to take advantage of key technology advances, including MDA’s digital beamforming array antennas and integrated regenerative processor. It believes the redesigned Telesat Lightspeed network will achieve increased network efficiency and enhanced flexibility to focus and dynamically deliver capacity to users. These technology advances allow each satellite to be slightly smaller than the satellites Telesat was previously considering while still maintaining the highest levels of service performance, resiliency, and overall usable capacity in the network. Telesat says these satellites should be highly cost-effective, resulting in an anticipated total capital cost savings for the 198-satellite program of approximately US$2 billion compared to Telesat’s prior capital estimate.

“I’m incredibly proud of the Telesat team for their innovative work to further optimize our Telesat Lightspeed design—which was already a highly advanced and high-performing LEO network—resulting in dramatically reduced costs with unmatched enterprise-class service offerings. MDA is a world-class satellite prime contractor with an impressive track record and a number of recent high-profile, strategic space programs announced, and it is a privilege to be working side-by-side with them on the flagship, game-changing Telesat Lightspeed constellation. MDA’s deep expertise as a LEO prime contractor, as well our own leading expertise in satellite operations and systems engineering, gives us the highest level of confidence in meeting our objectives,” Dan Goldberg, President and CEO of Telesat, said in a statement.

This article was originally published by Via Satellite, a sister publication to Avionics International. It has been edited. Click here to read the original version >>

Replacing F-35 PTMS May Cost $3 Billion, Honeywell Estimates

U.S. Air Force Secretary Frank Kendall addresses the 48th Fighter Wing during a base-wide all-call at RAF Lakenheath, England on July 13 (U.S. Air Force Photo)

Whether and when the Lockheed Martin F-35 fighter will need a new Power and Thermal Management System (PTMS) or an upgrade has been a matter of debate within industry and the F-35 program.

Honeywell‘s Torrance, Calif. plant builds the F-35 PTMS, which supplies main engine start and auxiliary and emergency power needs, in addition to 30 Kilowatts of aircraft cooling.

RTX‘s Collins Aerospace said at June’s Paris air show that the company had conducted a lab test in Windsor Locks, Conn., of the Enhanced Power and Cooling System (EPACS) that Collins Aerospace plans to offer as a replacement for the Honeywell PTMS (Defense Daily, June 28). Collins Aerospace said that EPACS will provide “more than twice the current cooling capability to support additional growth beyond Block 4 and is expected to provide enough cooling capacity for the life of the aircraft.”

EPACS includes a Collins Aerospace air cycle system, electric power generator and controller, and an auxiliary power unit by RTX’s Pratt & Whitney.

In May, a Government Accountability Office (GAO) report said that the F-35 will need a new or improved PTMS to accommodate future weapons and sensors on the aircraft (Defense Daily, May 30). The question appears to be when.

The U.S. Air Force decided this year to cancel the Advanced Engine Transition Program to develop and field a new, adaptive cycle engine on the F-35 and instead to move ahead with the Pratt & Whitney F135 Engine Core Upgrade (ECU).

Jill Albertelli, president of Pratt & Whitney’s military engine business, has said that “the F135 ECU paired with an upgraded PTMS can provide 80KW [kilowatts] or more of cooling power for the F-35, which will exceed all power and cooling needs for the F-35 through the life of the program.”

Honeywell said that it has been working with Lockheed Martin and the F-35 Joint Program Office to lend up to 17 kilowatts more of cooling for the F-35 for a total of 47 kilowatts of cooling on the Block 4 F-35.

From Honeywell’s standpoint, that may be enough extra cooling for the sensors and weapons on F-35 Block 4, while Block 5 after 2030 will likely require additional incremental changes like additive or other advanced heat exchangers to give the fighter 60 kilowatts to 80 kilowatts of cooling. The requirements for Block 4 and Block 5 thus far are not firm.

“When we look at swapping out a PTMS, let’s say you want to put in an EPACS, that’s like a $3 billion bill because you’ve got to replace all the spares, everything in the fleet, all the support equipment, all the training,” Matt Milas, president of Honeywell’s defense and space business, said in an Aug. 14 virtual interview. “We have four active depots that are supporting the PTMS worldwide. You’ve got specialized support equipment. We just activated a new test cell so there’s all these test requirements and capabilities that, if you switch, the government and the international partners are gonna have to pick up a very significant bill for not a whole lot of difference.”

This article was originally published by Defense Daily, a sister publication of Avionics International. It has been edited. Read the original version here >>

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